Nick Kouwenberg tested the 2022 CRF250R
The all new Honda CRF250 2022 is here! We sent test rider Nick Kouwenberg to Italy to try out Honda's much-discussed MX2 dirt bike. Place of appointment: the hard track of Malpensa, near the airport.
By the way, Kouwenberg has a remarkable relationship with this engine. Or at least with the CRF250R family. In 2015 he won both the EMX250 title and the European SX2 supercross title. So that was still in the kickstart era. From 2018, the small Honda received an electric starter.
Everything new?
This new CRF250 20222 comes with a completely redesigned engine block. The CRF250 uses the CRF2022 frame and subframe for the 450 model year. Another major change from previous model years is the switch to a single-sided exhaust system and the inverted air filter and intake design of the CRF450.
As standard, the 250 CRF2022 comes equipped with Pirelli Scorpion MX32 tires, a nine-plate cable-actuated clutch, one more plate than the 2021 model year's eight clutch plates, 5mm millimeter longer front forks, an updated shock absorber, the '21 CRF450 body and much more . Honda's goals for 2022 were to increase bottom-end power, increase durability and make the CRF250 lighter. In addition, Honda wanted to maintain the positive driving characteristics.
Ambitious goals
With the arrival of the CRF250R, the 6th generation Honda 250 four-stroke is launched. Honda is hopeful that this updated 250 will be back at the top of the shootouts and more importantly: on the riders' wish list.
About the 2018-2021 versions of the CRF250R it was said that engines were too 'slow'. When we asked our test riders what the MX2 Honda was missing, we always got the same answers. The engine feels heavy and weight can easily be saved. In addition, we noticed that our test riders put considerable pressure on the clutches to get more power from underneath, but this also resulted in more burned clutch plates.
Bye bye dual exhaust
The most striking thing about the engine of the previous CRF250 (2018-2021) was the dual muffler. Both sides of the block had their own exhaust system. For the 2022 model year, Honda engineers redesigned the frame so that there is now a single centered exhaust port.
According to Honda, the combination of the new frame design and the exhaust port allows it to save weight and develop more power. Further changes to the engine include improvements to the oil pump system and strengthening of the clutch with an additional friction plate, update to the piston and reinforced connecting rod and revised gearbox ratios.
Clutch and gearbox
On paper, the changes between the 2021 and 2022 blocks seem small. Yet the block feels completely different than the 2021 model. The midrange has become much stronger and the engine seems to run longer.
Honda has always been known for smooth-shifting and clutching engines and the 250 CRF2022R continues that tradition. The improvement in transmission ratios is particularly noticeable in the transition from the 2e to the 3e acceleration. The change in clutch was harder to notice other than the feeling remaining more consistent. Something that in the past often faded away as the clutch warmed up.
Suspension Honda CRF250R 2022
For the CRF250R, Honda consulted Showa with the same 450mm oil fork and shock absorber, just like for the CRF49R. Only the fork was made 2022mm longer for 5. The spring tension of 4.8Nm has remained unchanged but the valving has been updated to match the new chassis.
The changes for the shock absorber are a revised link ratio, new internal valving and a new ultra-light 50Nm steel spring.
Chassis and driving characteristics
The biggest changes for 2022 can be found in the chassis. As is customary with most brands, the 450 model sets the tone and the quarter-liter will receive the same improvements next year. That's the same with Honda. With the exception of the block, exhaust and block mounting, everything is interchangeable.
The advantage of the new chassis is that it is lighter, narrower and more stable compared to the previous model. The wheelbase is 10mm shorter, and the height from the ground has been increased by 3mm, while the seat height remains the same. The frame & subframe and swingarm have also all been renewed for the 2022 model. The triple clamp has been redesigned for more flex to increase riding comfort on cut and harder tracks.
Attention for details
The overall design feels more considered and is also easier to work on. This was also confirmed by my ex-mechanic Fabio (photo above), who now works for HRC Honda in the Gariboldi team. The air flow through the radiators has also been improved for better cooling. Even the buddy seat was overhauled. It must be installed from front to back to prevent the buddy seat from coming loose at the front when you seat bounce.
In short, the new CRF250R chassis feels noticeably lighter, narrower and more stable compared to the previous generation. The seating position has a classic Honda feel and is very comfortable. Although Honda has invested heavily in greater stability, the CRF250R is still very good at processing rider input and lends itself ideally to smooth and precise steering.
The test on the sum
We often hear a similar story before the arrival of new engines. A hype, so to speak, that the engine has become sharper, lighter and faster. Naturally, expectations also increase. The launch of this 2022 CRF250R and the spectacular results of brand new AMA 250MX champion Jett Lawrence raise expectations for the best.
Above we talked about all the new bells and whistles and some impressions from other test riders.
We went into it blank, and the first impression was indeed good! To get straight to the point. Yes, this CRF250R is definitely better. Steering was of course good, but I immediately felt that the engine had made progress.
Playing with gears
It was difficult at first to find the right gear for the corners because they had the 2de acceleration a bit shorter. It is now actually extremely short while the three is quite long. This made the right angles a bit more difficult for me and the fast bends a bit easier.
I was often tempted to go back to 2 by automatism to save the clutch. However, I actually had to shift gears too early again, even when I was still trying to complete the bend, and that was just too short. The third gear and torque of this CRF250R is really a step in the right direction. Especially because you notice that in many places you can leave the engine in three and the power lasts for a nice long time!
From 4de We only used acceleration on fast sections. Even though the power is no longer there, it also did not reach its end. As a result, this 2022 CRF250R has even more punch than its predecessor. My impression was also confirmed afterwards
I was told that they made the 2nd and 4th gears a bit shorter. That was clearly noticeable, but luckily you get a much better 3rd gear in return. Overall, the basics are really a step in the right direction!
Nice steering weapon
In terms of steering, there is nothing wrong to say about this motorcycle. The Honda CRF250R is known for its steering qualities and you will not be disappointed with this new model.
Many brands have been working to make their dirt bikes lighter in recent years. As a result, you notice that the struggle to turn becomes easier and more enjoyable as you approach the bend.
With the 250 you notice less of this than with the 450 because you naturally approach the corners in a different way and the 250 machine already feels quite light in itself. I noticed that braking into corners had improved. Perhaps this is the combination of the lower weight and the engine's braking system. In any case, it helps to keep the momentum going.
Final conclusion
The CRF250R also scores well in terms of stability and suspension. On the other hand, the perfect condition of the circuit in Italy - Autostrada flat - did not allow the suspension to be extensively tested or compared with typical Dutch or Flemish conditions.
All in all it was a great pleasure to ride the new CRF250R. So I couldn't stop riding because it remains an extremely enjoyable and easy bike to ride. Is this MX2 Honda as powerful as a KTM? No, probably not, but he's coming pretty close. Moreover, you should also take into account the Honda's exemplary ease of use.
We are therefore very curious to see how the CRF250R fares in a direct comparison with its competitors! Thank you to all the people at Honda and HRC for this great experience.
POWER SOURCE
GEARBOX: 5 gears
STARTER: Electric starter
STROKE: 50.9mm
BOLE: 79 mm
COMPRESSION RATIO: 13,9:1
CLUTCH: Wet multi-plate clutch
CYLINDER CAPACITY: 249.4cc
INJECTION: PGM FI petrol injection
IGNITION: Digital CDI
CONSTRUCTION METHOD: Liquid-cooled single cylinder with double overhead camshaft, four valves
FRAME
DIMENSIONS: Dimensions (L x W x H)
WEIGHT (WITHOUT FUEL): 104 kg
TANK CAPACITY: Approx. 6,3 l
FRAME CONSTRUCTION METHOD: Aluminum Twin-tube
FRONT SUSPENSION: Showa 49mm USD fork, 310mm travel
GROUND CLEARANCE: 333 mm
REAR SUSPENSION: Showa monoshock with Honda Pro-link
SEAT HEIGHT: 961 mm
HEAD ANGLE: 27.2°
FRONT SUSPENSION TRAVEL: 300 mm
REAR SUSPENSION TRAVEL: 300 mm
WHEELS
FRONT RIMS: 21 x 1.60, Aluminum spoke rims
REAR RIMS: 19 x 2,15 Aluminum spoke rims
FRONT TIRES: 80/100-21 Pirelli MX32 Midsoft
REAR TIRES: 10/90-19 Pirelli MX32 Midsoft
BRAKES
FRONT BRAKE DISC DIAMETER: 260 mm, two-piston caliper
REAR BRAKE DISC DIAMETER: 240 mm, single-piston caliper
Base price Honda CRF250R 2022: 9.299€ (Belgium and the Netherlands), including VAT and roadworthy
More info about the 2022 CRF250R here
Tekst: Nick Kouwenberg, editor
Photos: Honda
Also to read
Jago Geerts: “I want to come back to Lommel”
Jago Geerts is working hard to bounce back from an injury he sustained in early March during the opening race of the 2024 MXGP World Championship in Argentina. The Belgian, who at…Andrea Bonacorsi on his move to MXGP: “That was the most difficult decision of my life”
Reigning EMX250 Champion, Andrea Bonacorsi, will move to the Monster Energy Yamaha Factory MXGP Team for the remainder of the 2024 FIM Motocross World Championship season, replacing…Entry lists MXGP of Portugal
The Motocross World Championship will continue next weekend with the fifth race on the MXGP calendar. In Agueda, Portugal, in addition to MXGP and MX2, the boys from EMX250 and EMX125 will also compete…Tom Vialle is chasing the US title
There is one race left in the US East Coast Supercross Championship. It will take place in two weeks in Salt Lake City, the city that has become accustomed to…
Your reactions